Icon Aircraft A5

Icon Aircraft's A5 drew plenty of visitors to their AirVenture booth in recent years.

The powered folding wing of the A5 is a big hit; the vinyl graphic overlay gives clues to its operation.

When visitors got closer to the X-Ray view A5 mockup they could almost see through the skin to the hardware underneath.

As you got very close, you could see some individual components identified.

If you traveled to Oshkosh for AirVenture 2013, you got to see a lot of airplanes and other aviation gear. EAA reported a very substantial crowd of more than 500,000 attended. As this might translate to 150-200,000 pilots, the big figure nonetheless means that more than 400,000 American pilots did not go to AirVenture. That majority of flying enthusiasts missed a lot but recently Icon Aircraft sent out news about their X-Ray View of their Light-Sport entry. This impressive display was shown in their big tent and many examined the details. If you missed AirVenture 2013, we're happy to show you a little of what you missed.
Icon circulated photos of what the company informally terms its "three-dimensional CAD drawing" of the company's A5 amphibious Light Sport Aircraft (LSA). "The full-scale 3D model employs automotive vinyl wrap technology," explained Icon, "printed with an adapted projection of the Computer Aided Design (CAD) virtual model depicting the location and layout of key structures and systems of the aircraft, which provides an unprecedented level of technical detail about the production A5." If you've been wondering what's under the skin of the handsome LSA amphib, the special graphics were very helpful.
Even when Icon enters production owners and interested parties won't get to see the same detail that factory workers will see. Icon Vice President of Sales, Craig Bowers, said, "Our design and engineering teams have made tremendous progress on the A5, and much of it was initiated in a virtual environment." He said the vinyl wrap treatment "was designed to demonstrate that progress as well as provide detailed information regarding design intricacies and construction."
"Starting with the virtual model of the aircraft, the design team selected the technical features they wished to highlight on the three-dimensional model and determined how to map them onto the surface," the company exlained. "The aircraft was wrapped in black vinyl and the graphics depicting the internal systems were overlaid with silver decals and red accents. The resulting graphics ... [allowed] ... the opportunity to carefully study the aircraft's technical details." The California company said work continues with production of the first four aircraft to support the FAA LSA approval process, the first of which is scheduled for completion in mid-2014. So those thousand owners still have a wait to take possession of their A5 but now they know better what they're going to get. According to news reports and confirmed in person at AirVenture, it appears at least some production will occur in central California in Vacaville as we reported earlier (see end of article).

If you traveled to Oshkosh for AirVenture 2013, you got to see a lot of airplanes and other aviation gear. EAA reported a very substantial crowd of more than 500,000 attended. As this might translate to 150-200,000 pilots, the big figure nonetheless means that more than 400,000 American pilots did not go to AirVenture. That majority of flying enthusiasts missed a lot but recently Icon Aircraft sent out news about their X-Ray View of their Light-Sport entry. This impressive display was shown in their big tent and many examined the details. If you missed AirVenture 2013, we’re happy to show you a little of what you missed.
Icon circulated photos of what the company informally terms its “three-dimensional CAD drawing” of the company’s A5 amphibious Light Sport Aircraft (LSA). “The full-scale 3D model employs automotive vinyl wrap technology,” explained Icon, “printed with an adapted projection of the Computer Aided Design (CAD) virtual model depicting the location and layout of key structures and systems of the aircraft, which provides an unprecedented level of technical detail about the production A5.” If you’ve been wondering what’s under the skin of the handsome LSA amphib, the special graphics were very helpful.

An image from video of Icon's spin comparison with the A5 and a Cessna 150.

Icon's team works on their Angle of Attack indicator.

Kirk Hawkins addressed a group of 40 or so journalists attending the company's opening day press conference.

Icon CEO Kirk Hawkins addresses a group of 40 journalists in the Icon display space first thing on opening day of AirVenture 2013.

Opening day at AirVenture Oshkosh 2013 and the very first announcement before exhibit spaces even opened was a press conference from Icon Aircraft. To a media-only group of perhaps 30 or 40 media personalities, CEO Kirk Hawkins began, "Is there anyone here who doesn't know what this about?" No one responded; everyone knew what the rumor mill had begun spewing. Icon is in good company. Even premiere new product secret-keeper, Apple Inc., has trouble announcing something that no one expected. Yet a few comments from the top gun at Icon were of special interest. One other observation first: it was a media event, but if even a single FAA person was in attendance, they were under cover. No FAA shirts or badges could be spotted. Thus Icon made their announcement without any active FAA participation.
Icon received Grant of Exemption No. 10829 for a weight increase with FAA stating,"The combined features and SRA (Spin Resistant Airframe) incorporated into the Icon A5 design ... are recognized by the FAA as significant safety enhancements." FAA also referenced that the agency felt an exemption was "in the public's interest." Kirk Hawkins added that his engineers "put safety ahead of arbitrary weight limits" and forged ahead with enhancements to include a more crashworthy cockpit, the airframe parachute (about which they'd already talked but with which the weight increase became more possible), and of course, the wing cuffs, "a synthesis of several known ideas put together in a way that finally worked" to provide a Part 23-worthy stall resistant airframe. More structure on wings and tail was needed to achieve the SRA and that drove the request for weight exemption, Hawkins added. However, Icon said they do not plan to use all 1,680 pounds they could under the exemption. In their press conference, the company mentioned a target weight of 1,510 pounds, only 80 more than allowed for seaplanes without an exemption. These and other refinements mean that the price will rise from $139,000 (in 2009 dollars) to a starting price of $189,000 but you'll get more airplane in the form of the costlier fuel injected Rotax 912iS — and more fuel efficient — engine, a touchscreen Garmin 796, and night lighting.
The results: Icon will immediately increase the current effort to prepare for production. On a large projection screen they showed a handsome computer-imagery video of a production facility full of A5s being built. It's all animation but it was done with the style we've come to expect from the Southern California company. So, the exemption has been granted and at least three other companies told me within 15 minutes they will also prepare a request based on safety features (but see Update below). FAA may not grant them all — they may not be adequately prepared and documented — but the agency has to at least review them and in a period of budget constraint, these requests will surely take plenty of time and could consume time from FAA personnel. Despite such potential hiccups, Hawkins felt Icon's grant of exemption was a positive for the whole LSA industry and many, though not all, are inclined to agree.
Update 7/29/13 evening — At the LAMA board of directors meeting, FAA further clarified their approach with Icon. "A weight increase was not a factor in granting Icon's request for exemption. Instead, they "rewarded" Icon with a weight increase because they felt the company had achieved a highly stall resistant wing design to avoid the reason for 70% of fatalities, namely stall/spin. "Any company that addresses this [SRA] can also get the exemption but they must prove their solution." They must still meet all parameters of an LSA, specifically the stall speed, max speed ... everything except weight. "FAA would obviously love for all LSA to be stall resistant," because this could save lives. Requests for a weight allowance for parachutes, safety belt airbags, fire extinguishers and other safety gear are very unlikely to get a positive reply. Beyond the weight increase, FAA allows 100 kilowatts (KW) of power or about 135 horsepower. However, this is a firm limit. Any LSA with more than 100 KW of power must remain a non-exempted LSA and cannot weigh more than the current 1,320 or 1,430 pound weights (600 and 650 kg). FAA also noted that a pilot with a Sport Pilot certificate could fly an exempted airplane up to 1,680 pounds with 135-hp and that a Light Sport Repairman could work on such an Light-Sport Aircraft.

Opening day at AirVenture Oshkosh 2013 and the very first announcement before exhibit spaces even opened was a press conference from Icon Aircraft. To a media-only group of perhaps 30 or 40 media personalities, CEO Kirk Hawkins began, “Is there anyone here who doesn’t know what this about?” No one responded; everyone knew what the rumor mill had begun spewing. Icon is in good company. Even premiere new product secret-keeper, Apple Inc., has trouble announcing something that no one expected. Yet a few comments from the top gun at Icon were of special interest. One other observation first: it was a media event, but if even a single FAA person was in attendance, they were under cover. No FAA shirts or badges could be spotted. Thus Icon made their announcement without any active FAA participation.
Icon received Grant of Exemption No. 10829 for a weight increase with FAA stating,”The combined features and SRA (Spin Resistant Airframe) incorporated into the Icon A5 design … are recognized by the FAA as significant safety enhancements.” FAA also referenced that the agency felt an exemption was “in the public’s interest.” Kirk Hawkins added that his engineers “put safety ahead of arbitrary weight limits” and forged ahead with enhancements to include a more crashworthy cockpit, the airframe parachute (about which they’d already talked but with which the weight increase became more possible), and of course, the wing cuffs, “a synthesis of several known ideas put together in a way that finally worked” to provide a Part 23-worthy stall resistant airframe.

Dynon gathers little moss it appears. The SkyView builder has been upgrading software, releasing new products and now, the Woodinville, Washington company has acquired Advanced Flight Systems (AFS). Dynon said they did the acquisition, "... to use Dynon's financial strength to keep AFS strong and vibrant in the experimental community." It appears to be a pure financial move as the two companies will continue to operate with full autonomy, according to a Dynon FAQ series. • Another reason to buy a former "friendly competitor" is to get more deeply involved with Angle of Attack (AoA) indicators, which are causing a significant buzz. "AFS holds patents on Angle of Attack (AoA) technology and has long been a leader with AoA products," reported Dynon. As you'll read below, Icon is pushing the instrument and others are singing the praises of AoA, yet fighter aircraft and airliners have had the technology for years. It's really rather simple so it's surprising that last year GAMA lamented the challenges of certifying an AoA. The organization said FAA-approved AoAs cost $8,000 and they contrasted that to $800 on homebuilts. Dynon lowers the cost to only $200, mainly for a pitot probe as SkyView already has the software embedded. The popular LSA instrument maker offers a good explanation of AoA.
Avionics aren't all built in the panel, as Dynon's good selling D1 portable unit proves. Dual Aviation is a key player in panel-top units which supply info to smartphones and iPads. However, the distinction between panel-top and in-panel blurs when companies like Tecnam install a mounted but removable iPad Mini in their new Astore LSA. Sportair USA's iCub also uses the Apple tablet as a central instrument. Dual recently announced their new XGPS160 SkyPro GPS Receiver. Compared to the older, slower XGPS150 unit, SkyPro boasts faster satellite signal acquisition, simultaneous U.S. and Russian GPS satellite reception, route recording, and position updates up to 10 times per second. XGPS160 connects wirelessly via Bluetooth to up to 5 devices, and its internal rechargeable battery lasts for 10 hours of continuous use. XGPS160 is shipping now, Dual said, and will be available for purchase at AirVenture priced at $150. "This WAAS GPS receiver works with all current EFB apps, including ForeFlight, Garmin Pilot and WingX Pro7. It is certified to work with all Apple iPad, iPhone and iPod touch devices, as well as with Bluetooth-enabled Android, OS X, and Microsoft Windows and Surface devices," said Greg Lukins, Vice President of Business Development at Dual. Based in Heathrow, Florida company Dual is a subsidiary of Korea's Namsung Corporation.
A big pre-Oshkosh question: Will Icon get its weight increase? The situation is supposedly looking stronger for the southern California company as we reported earlier. If FAA grants an exemption, announcing the decision at Oshkosh makes sense and if so, it'll be smiles all around at Icon Aircraft. The company petitioned for 250 pounds additional to a gross weight of 1,680 pounds. While they anxiously await the final official word, the company has been active on the Angle of Attack instrument promotion, producing an informative video that you can watch below; it's a good primer on AoA. ••• Meanwhile, yet another city has announced they have a letter of intent for Icon to build airplanes in their town. According to the Vacaville Reporter, the city "has received a non-binding letter of intent from Icon Aircraft Inc. ... which plans to move forward on a plan to create a sport aircraft assembly and sales office in an existing 137,940 square foot building at ... the Nut Tree Airport." Vacaville, California is 50 miles northeast of San Francisco near Travis Air Force base, which is also home to the Jimmy Doolittle Air and Space Museum. The city reports having been in talks with Icon since 2011 though the company has visited several locations as it prepares to establish production.
For a good explanation of Angle of Attack indicators, watch Icon's video on the subject:

Dynon gathers little moss it appears. The SkyView builder has been upgrading software, releasing new products and now, the Woodinville, Washington company has acquired Advanced Flight Systems (AFS). Dynon said they did the acquisition, “… to use Dynon’s financial strength to keep AFS strong and vibrant in the experimental community.” It appears to be a pure financial move as the two companies will continue to operate with full autonomy, according to a Dynon FAQ series. • Another reason to buy a former “friendly competitor” is to get more deeply involved with Angle of Attack (AoA) indicators, which are causing a significant buzz. “AFS holds patents on Angle of Attack (AoA) technology and has long been a leader with AoA products,” reported Dynon. As you’ll read below, Icon is pushing the instrument and others are singing the praises of AoA, yet fighter aircraft and airliners have had the technology for years.

Icon's A5 extensively outfitted with tufts and a spin 'chute during testing of their wing cuffs.

If safety is truly enhanced by a weight exemption, does that offset the potential negatives of "changing the rules?"

Fact #1: EAA ArVenture Oshkosh is coming in mere days. Fact #2: In the world of politics (and for that matter in corporate communications), you announce good news to big crowds or at the beginning of the week and you bury bad news on a Friday afternoon when maybe no one is listening hoping they'll forget before a new week begins. So, if FAA may finally respond to Icon Aircraft's request for a 250-pound weight increase for their A5 LSA seaplane, Oshkosh would be a great place for FAA to announce it. The million-dollar question: Will FAA do this? And, what would it mean if the agency did announce it? My journalist friend, Al Marsh, over at AOPA just published a blog on this subject titled, "Why Icon will get its LSA weight exemption." If you have any problem finding Al's article go to AOPA's blog website and click the "Reporting Points" heading, then scroll down as needed.
Al is a talented writer and handled this topic well, I think ... while — this is important! — calling his words "speculative." As he notes in his piece quoting me, I am very much of two minds on this. I like the way a weight increase could bolster the LSA sector by adding safety and perhaps yielding additional payload. A downside is this could require more powerful engines, which might increase costs and challenge airframes that were not fully prepared for heavier, more potent engines. Also, how fair is this to all those many producers who already designed to a set of rules that was limited to 1,320 or 1,430 pounds of gross weight (LSA landplanes and seaplanes, respectively)? Are those companies and aircraft now at a competitive disadvantage? Or is this a net pilot consumer benefit that allows a more capable airplane while still not demanding more than a Sport Pilot certificate? Note that additional training and an Angle of Attack indicator are allegedly part of what will be expected if a weight increase exemption is requested.
Another big question: Can FAA handle additional requests for exemptions at a time when their budget is so constrained that the FAA Administrator says the agency cannot move forward with other long term projects like their NextGen program? Other companies are bound to step up and ask for an exemption and FAA is obliged to review and respond. So many questions. So few answers. It all sounds like a good reason to go to Oshkosh and hear whomever FAA may be financially able to send to make such an announcement ... if indeed one is coming. However, if Icon does get its weight increase, this might also speak positively about the chance for an exemption to allow electric motors on light airplanes or LSA (see our article about eSpyder for more). On whole, the exemption process allows our ponderous government to move more quickly than by laborious, time consuming, expensive rule making. That's something to celebrate, I think.

Fact #1: EAA ArVenture Oshkosh is coming in mere days. Fact #2: In the world of politics (and for that matter in corporate communications), you announce good news to big crowds or at the beginning of the week and you bury bad news on a Friday afternoon when maybe no one is listening hoping they’ll forget before a new week begins. So, if FAA may finally respond to Icon Aircraft‘s request for a 250-pound weight increase for their A5 LSA seaplane, Oshkosh would be a great place for FAA to announce it. The million-dollar question: Will FAA do this? And, what would it mean if the agency did announce it? My journalist friend, Al Marsh, over at AOPA just published a blog on this subject titled, “Why Icon will get its LSA weight exemption.” If you have any problem finding Al’s article go to AOPA’s blog website and click the “Reporting Points” heading, then scroll down as needed.

First Icon Aircraft wowed aviation enthusiasts with its sleek and uniquely featured amphibious A5 LSA seaplane. Over the years the company reported collecting around 1,000 orders, a success story that even beats Cessna's Skycatcher. However, several years passed and the company did not enter production, although they reported a deal with Cirrus Aircraft to handle some fabrication duties. Perhaps all that changed now. The Southern California company announced that it raised its fourth and final round of funding totaling over $60 million. They'll use the funds to "complete production preparations, demonstrate regulatory compliance, [and] ramp up full-scale aircraft production."
CEO and Founder of Icon Kirk Hawkins said, "For the first time in Icon's history, the company's future is no longer reliant on the whims of the capital markets, which have been highly unstable over the last five years." He identified that the new financing effort was led by a "multibillion-dollar conglomerate" strategic investor from China. The new financing "represents a minority, non-controlling interest in Icon which ensures [the] original mission and strategy remains completely intact." Hawkins said their A5 seaplane "will be U.S.-built, and the company will continue to be a U.S.-based, -led, and -managed organization." His language in the preceding statement may an effort to head off a significant outpouring of negative response such as Cessna received when the Wichita company reported the Skycatcher would be built in China.
Icon sent a letter to A5 deposit holders about the new funding. Hawkins reportedly acknowledged the production delays of the A5 and thanked owners for their continued patience and enthusiasm. "Creating a great aircraft and a great company from scratch is an extraordinarily difficult task," added Hawkins. "Furthermore, financing such an endeavor is an order of magnitude harder than just creating it — and fundraising is particularly difficult for aviation startups. This has been a longer and more challenging journey than even we had anticipated; that said, Icon is now in a great place."
The company's announcement about financing chose to make no mention of the company's weight increase exemption request. The company said the extra weight was needed to provide a spin resistant airframe.

First Icon Aircraft wowed aviation enthusiasts with its sleek and uniquely featured amphibious A5 LSA seaplane. Over the years the company reported collecting around 1,000 orders, a success story that even beats Cessna’s Skycatcher. However, several years passed and the company did not enter production, although they reported a deal with Cirrus Aircraft to handle some fabrication duties. Perhaps all that changed now. The Southern California company announced that it raised its fourth and final round of funding totaling over $60 million. They’ll use the funds to “complete production preparations, demonstrate regulatory compliance, [and] ramp up full-scale aircraft production.”
CEO and Founder of Icon Kirk Hawkins said, “For the first time in Icon’s history, the company’s future is no longer reliant on the whims of the capital markets, which have been highly unstable over the last five years.” He identified that the new financing effort was led by a “multibillion-dollar conglomerate” strategic investor from China.

A very simple three axis airplane from Europe. America has several Part 103 aircraft available.

The Merlin Micro is a single seater that might qualify as a Sub-120 aircraft under ASTM standards being written.

Several aviation sources recently carried news about Icon Aircraft and their A5 LSA seaplane development. Icon Aircraft has been waiting — surely with increasing impatience — for FAA to answer their formal request for exemption to the Light-Sport Aircraft gross weight parameter. FAA normally replies in 120 days, however, more than a year passed and all that arrived was a request for more detail. One can imagine the cries of angst at Icon. Many have wondered when (or if) this handsome aircraft will go to market but if you were part of their leadership, what would you go into production with ... a 1,430-pound seaplane or one at the new requested weight of 1,680 pounds? Either way, what if FAA later changed their mind about an exemption they might grant. Recent news about the IRS makes us all aware government agencies don't always operate as we expect. What a vexing situation for Team Icon.
Then ... as though from a different world, here comes Europe's Sub-120 kilogram class. These are very lightweight aircraft — 120 kilograms is 260 pounds — and this new sector was given life when Germany granted the new category relief from more onerous regulations used for larger, heavier aircraft. To compare, America's FAR Part 103 allows 254 pounds (115 kg) of empty weight. The U.S. rule does not count a stated amount of weight for an emergency airframe parachute or floats. Contrarily, German regulations require parachutes but do not allow any extra weight for such devices in Sub-120 aircraft. The two provisions define remarkably close maximum empty weights.
Part 103 has been in effect in the United States for more than 30 years with a small but loyal population of pilots who enjoy flying these lightweight machines. In the U.S., no pilot license or medical is required, no N-numbers are needed, and the aircraft can be bought ready-to-fly, often for very low prices. It is the freest form of powered aviation in the country. See these videos for examples of Part 103 ultralights: Aerolite 103; or Firefly; or Backyard Flyer. Many other choices are also available.
At the Aero 2013 meeting of the standards writing group, a new ASTM subcommittee was created to deal with a requirement that Sub-120 aircraft meet a standard. Why was this necessary? A German official, stated that while the German LBA wished to "deregulate" these Sub-120 kilogram aircraft, they would nonetheless have to meet some standard. I suppose that's the government way of not regulating in rule-oriented Germany, but at least it slightly relaxed their grip. The new committee is numbered F37.80 and will deal with "Air Sports Products." Similarly, in the USA our FAA refers to Part 103 flying machines as "ultralight vehicles" rather than "aircraft."
So, Icon is asking for 250 pounds more (114 kg) to be added to the 1,430 pounds (650 kg) they're presently allowed, while a German industry group called DULV is working on a standard for aircraft weighing less than 260 pounds in total empty weight. Perhaps these dual requests illustrate the main message. Even though governments here and abroad are still very much involved in regulating aviation, they have stepped back a few inches (or centimeters) from complete control. When the FAA first released the Sport Pilot/Light-Sport Aircraft rule in 2004, it unleashed the most explosive pace of development aviation has ever seen, worldwide. More than 130 new aircraft models of every description came to market in only eight years. If the government, here and abroad, would step back another yard (meter) or two, who knows what might happen? Good luck to both Icon and DULV as they pursue their chance at greater aviation freedom.

Several aviation sources recently carried news about Icon Aircraft and their A5 LSA seaplane development. Icon Aircraft has been waiting — surely with increasing impatience — for FAA to answer their formal request for exemption to the Light-Sport Aircraft gross weight parameter. FAA normally replies in 120 days, however, more than a year passed and all that arrived was a request for more detail. One can imagine the cries of angst at Icon. Many have wondered when (or if) this handsome aircraft will go to market but if you were part of their leadership, what would you go into production with … a 1,430-pound seaplane or one at the new requested weight of 1,680 pounds? Either way, what if FAA later changed their mind about an exemption they might grant. Recent news about the IRS makes us all aware government agencies don’t always operate as we expect. What a vexing situation for Team Icon.

The all-metal Mermaid, an early entry and one that has achieved SLSA airworthiness.

Progressive Aerodyne's SeaRey, based in central Florida, is nearing completion of its SLSA project.

Icon's deftly marketed A5 LSA seaplane.

Colyaer's Freedom S100 plans a return to the U.S. market.

Finland's mostly wood airframed Atol amphibian.

What's going on out in the marketplace? More than any time since the launch of Light-Sport Aircraft in 2004, I have not observed such a frenzy of activity for a particular niche, this time for LSA seaplanes. Next season, in 2013, we could see no less than nine entries; three brand new and that count does not include any LSA equipped with floats, possibly adding several more. Yet some major potholes appear in the runway... or perhaps that should be waves sloshing over the bow.
One entry is a return of a LSA seaplane previously seen in the USA as the Freedom S100 (SLSA List #44) yet can it reenter the market without a full FAA audit? See Update at end. A new agency directive with the catchy name 8130.2G CHG 1 may require a FAA visit to Spain but who knows when that might occur, given the likelihood of an FAA budget cut through the political process known as sequestration, part of the so-called "fiscal cliff" the mainstream media drones on about endlessly. The order issued by FAA on July 2nd stops the issuance of an airworthiness certificate for any new model or a first model from a new company until FAA approves it. Since a visit to an overseas factory also requires negotiation between FAA and the visited country's national aero authorities, months of delay could result.
Apparently undaunted by looming federal government inspection, a bevy of new LSA seaplanes are being prepared, a fact that further amazes me given the uncertain economic environment. Let's take a quick race through the nine possible LSA seaplanes.
First are two models that have already achieved SLSA status: The Airmax SeaMax and the all-metal Mermaid, formerly by Czech Aircraft Works. The latter has rebirthed into a new entity that could soon arrive on the scene though because it's a new company we return to that FAA audit business. Company officials are ASTM-savvy, have been through an earlier audit, and may be ready... if they can get a visit anytime soon. Meanwhile the SeaMax, a fine and modern composite machine with strong performance, may be the only one fully ready now, presuming they make no major changes that FAA would consider a new model. If they do make major changes, all bets are off as Airmax is based in Brazil and we're back to the FAA visit delay problem. See Update at end.
Next is the all-American SeaRey. This popular kit with some 600 sold and 500+ flying is close to being ready after a long period of preparation. FAA is already planning a visit in late October and the central Florida manufacturer is reportedly ready for the visit or will be by the time the friendly FAA team shows up with their laptops.
The LSA seaplane market sometimes appears to be dominated by Icon Aircraft and their extravagantly-marketed A5 amphibian. Based on reported orders of more than 700 units (a figure only exceeded by Cessna's onetime 1,000 Skycatcher orders), perhaps that assessment is correct. However, the numerical fact of Icon's success is generating action in several other projects. In a recent announcement Icon said first deliveries could occur in 2013.
I've written about a Finland-based seaplane called the Atol with many years of history. They might be prepared to face an FAA audit team, but we return again to a potentially long delay before FAA can visit the Scandanavian country. The mostly-wood seaplane has achieved some European certifications and that will help but not fully suffice.
So that's six "existing" LSA seaplanes — SeaMax, Mermaid, SeaRey, Freedom, A5, and Atol. Then we come to three brand-new projects, which I've promised not to identify (yet). All would seem to be well down the FAA inspection waiting list offset by two important factors. First, all three are being hatched by knowledgeable folks who are highly conversant with ASTM standards and each may feel prepared to successfully complete an audit. Secondly — and perhaps even more importantly, given the FAA visit conundrum — all three are U.S.-based operations. At least one is getting major components from outside the USA but if production is properly done in America, such foreign sourcing poses no problem and because all three are U.S.-based, they could see an FAA visit in a "reasonable" time (whatever that may mean given the budget sequestration cited above).
By any measure, the bringing to market of nine LSA seaplanes appears to have obstacles. Yet such challenges are precisely what inspire many entrepreneurs. Added to floatplanes like the Flight Design CTLS Floatplane or the Tecnam Eaglet on floats and several seaplane weight shift LSA plus factoring the entry of major manufacturer Wipline Floats along with other established float makers like Zenair and new re-entry, Lotus, one thing seems certain in our uncertain world: LSA enthusiasts should have no lack of water-borne airplanes... assuming the FAA doesn't overwhelm them with a tidal wave of paperwork or beach them with months-long audit delays.
Update 10/3/12 — Some clarification is needed regarding the need for a mandatory FAA visit. The improved news? Not in all cases will a full audit be required. When Washington, DC headquarters' Certification Branch evaluates a change to an aircraft, they can elect not to conduct a full top-to-bottom audit visit, instead sending an FAA employee, an Air Safety Investigator from a regional office, for a somewhat less intensive review. This equates to less delay and less time involved to verify the change. A judgment of "new model" will still require the more thorough review.
FAA also confirmed, again, that the intention remains to encourage industry to provide compliance oversight under details to be confirmed. As with all things in the LSA world, exact plans continue to be developed as the industry and its products evolve. Finally, the major FAA order announced at Oshkosh is still coming though it has been delayed from its predicted September release date. That order is not the same as the 8130.2G CHG 1 order referenced above. Confused? Don't feel badly. We are all still learning exactly how this LSA phenomenon will work, but I am encouraged by today's conversation that FAA does not want to prevent new development nor prevent LSA businesses from operating. That's a mighty healthy statement to make. —DJ

What’s going on out in the marketplace? More than any time since the launch of Light-Sport Aircraft in 2004, I have not observed such a frenzy of activity for a particular niche, this time for LSA seaplanes. Next season, in 2013, we could see no less than nine entries; three brand new and that count does not include any LSA equipped with floats, possibly adding several more. Yet some major potholes appear in the runway… or perhaps that should be waves sloshing over the bow.
One entry is a return of a LSA seaplane previously seen in the USA as the Freedom S100 (SLSA List #44) yet can it reenter the market without a full FAA audit? See Update at end. A new agency directive with the catchy name 8130.2G CHG 1 may require a FAA visit to Spain but who knows when that might occur, given the likelihood of an FAA budget cut through the political process known as sequestration, part of the so-called “fiscal cliff” the mainstream media drones on about endlessly.

Dual Electronics will join Garmin and Dynon among other companies with new ADS-B devices (see article for more info).

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here's a beforehand review; details will follow. ||||
*** LSA seaplanes will generate plenty of interest, I think, with Icon's latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices... and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You'll be able to see both sets of floats in the LSA Mall. While you're in the LSA Mall, you can check out AMT's air conditioning for LSA plus the Belgium D Motor.
*** Since I mentioned powerplants and Zenith, I'm reminded that the Mexico, Missouri powerhouse kit producer will have an "engine day" at their space in the kit aircraft area of Oshkosh. This company supports the use of many engines that their builders like so "engine day" should be quite educational.
*** Lycoming continues to make steady inroads into Light-Sport Aircraft and we'll be looking over more LSA installations of their O-233. Plus, Rotax BRP will again have their enlarged display where you can ask all manner of questions about the new fuel-injected 912 iS. You may want to check out the AirCam that has one each of the 912 series installed.
*** Returning to floats... Wipaire, the big float developer and manufacturer at my former home airport in South St. Paul, Minnesota will hold a press conference about a "new LSA product." Given their expertise I expect the company to show a set of LSA floats. As just noted, LSA buyers already have alluring choices, but Wipaire is a highly credible producer so I'll be watching them closely. Get ready for water flying!
*** Ultralight giant, well truthfully, lightplane giant, Quicksilver is about to burst on the scene in a new way thanks to new ownership. The company, now called Quicksilver Aeronautics, will discuss their SLSA ambitions at a Friday press conference and new displays in the Lightplane area as well as the LSA Mall.
Speaking of the latter it looks to be nearly full again so stop on by for a glance at the best of the LSA breed (near the forum buildings; see it on EAA grounds map or the Sportys app).
*** Pipistrel is one of those hard-running companies (photo) that seems to put out model after model. We'll hope to see their new Alpha if FAA was willing to grant them an airworthiness certificate. (Don't get me started on that; I'll save a more detailed discussion to follow some conversations at Oshkosh.) But I'll swing by with UltralightNews to see what Pipistrel exhibits. With production facilities in Slovenia and Italy, the company has already delivered 10 of the just-finished Alpha trainer.
*** Another always-in-motion outfit is non-profit Able Flight, which uses scholarships to help disabled folks learn to fly. They'll be awarding wings to several new Sport Pilots at a ceremony in the main Phillips 66 Plaza. Director Charles Stites presents very professionally and is supported by major sponsors, which now includes Sennheiser, the full-line headset maker (that also helps support this website).
*** Alphabet Gobbledegook Update: ADS-B means Automatic Dependent Surveillance-Broadcast and it will replace radar as the main hardware for controlling airspace. It's part of FAA much-delayed NextGen program... and it's coming to LSA, thankfully at fairly reasonable prices. Dynon announced its own box for $995 a remotely-mounted device that provides traffic and subscription-free weather for display on the SkyView. *** Garmin has introduced a suite of certified and portable ADS-B solutions but LSA owners will focus on the portable GDL 39, which combines a dual-link ADS-B receiver and a GPS receiver into a single product that streams ADS-B traffic and subscription-free weather information to popular Garmin aviation portable GPS units (example: aera) or the Garmin Pilot app on an iPad, iPhone or Android device for $799. Newer Garmin devices get this via Bluetooth; older models via cable. *** Dual Aviation will be showing its new ADS-B Weather & Traffic Receiver for use with the Apple and Android tablets. Their "coming soon" XGPS170 is expected to be a modest cost device as the company sells all sorts of electronic gear. All three products from LSA-friendly suppliers bring the once-sky-high price of ADS within reach of more modest budgets.
*** As I wrote recently, I'll be very anxious to see the Just Aircraft model with the long gear legs and dual segment automatic slats. It'll be flying in the Lightplane (formerly Ultralight) area and no doubt I'll uncover more cool aircraft or flying gear in that charming area of the big event.

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here’s a beforehand review; details will follow. ||||
*** LSA seaplanes will generate plenty of interest, I think, with Icon‘s latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices… and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You’ll be able to see both sets of floats in the LSA Mall. While you’re in the LSA Mall, you can check out AMT’s air conditioning for LSA plus the Belgium D Motor.

Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost.
*** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes.
*** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements.
*** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently.
*** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges.
*** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon?
Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans.
*** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane.
*** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost.
*** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Icon Aircraft and Cirrus Aircraft announced a deal for the general aviation composite aircraft producer to build parts of the Icon A5 and the news introduced dates for the A5 to come to market.
*** Several years ago I traveled to Cirrus' Duluth, Minnesota plant in the company of the Icon top leaders, including CEO Kirk Hawkins. In those days, Cirrus was seeking info to make decisions about their since-dropped LSA project called the SRS (photo). The Icon fellows were obviously impressed and the trip subsequently paid off.
*** "Cirrus has a global reputation for producing truly outstanding composite aircraft structures," said Hawkins. "Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for Icon." Cirrus has built more than 4,000 of its SR models. Returning the admiration, Cirrus CEO Dale Klapmeier said, "The Icon A5 is certainly the most innovative LSA on the market." He added, "We believe that Light-Sport Aircraft and Sport Pilots are critically important to the growth and future of aviation."
*** Like most airframe makers these days, Cirrus may not be using all its capacity. On the other hand, Icon needs to rev up its engine of production. The partnership may address both needs and answer questions. Plenty of attendees to AirVenture 2012 were asking why it's taking the California company so long to enter production.
*** Though Cirrus has Chinese ownership (an amazingly common statement of late), all the components produced by Cirrus for Icon will be fabricated at the company's Grand Forks, North Dakota facility. Icon will then do integration and final assembly, finishing, and testing at its operation in Tehachapi California where their engineering staff has been quartered for several years.
*** According to an AvWeb report by Mary Grady, Icon expects the effort to produce about 50 airframes in the first 12 months, and about 250 to 300 in the second 12 months, per Icon's Amy Julian. Icon reports more than 850 deposits for the A5. And, according to AOPA's Al Marsh composite component production is set to begin at the end of 2012, with the first production aircraft scheduled to be completed in the summer of 2013.
*** One delay could involve Icon's request for an exemption to bump up the weight from the present 1,430-pound limit for seaplane LSA by 250 pounds to 1,680 pounds (almost the weight of a Cessna 152, by the way). The weight allowance is intended to cover Icon's spin resistant airframe design plus other safety features. No word yet on when or if FAA will decide to offer the exemption.
*** Following the article about Wipaire floats and Sensenich props entering the LSA market place, Cirrus's return adds yet another general aviation company continuing to focus on the light end of the aircraft spectrum. Interesting how things evolve.

Icon Aircraft and Cirrus Aircraft announced a deal for the general aviation composite aircraft producer to build parts of the Icon A5 and the news introduced dates for the A5 to come to market.
*** Several years ago I traveled to Cirrus’ Duluth, Minnesota plant in the company of the Icon top leaders, including CEO Kirk Hawkins. In those days, Cirrus was seeking info to make decisions about their since-dropped LSA project called the SRS (photo). The Icon fellows were obviously impressed and the trip subsequently paid off.
*** “Cirrus has a global reputation for producing truly outstanding composite aircraft structures,” said Hawkins. “Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for Icon.” Cirrus has built more than 4,000 of its SR models. Returning the admiration, Cirrus CEO Dale Klapmeier said, “The Icon A5 is certainly the most innovative LSA on the market.” He added, “We believe that Light-Sport Aircraft and Sport Pilots are critically important to the growth and future of aviation.”
*** Like most airframe makers these days, Cirrus may not be using all its capacity.

Icon's A5 outfitted for development flight testing. Note the BRS parachute at the tail.

In Icon's new video (below) you see the Cessna 150 and A5 controlled the same way with this starkly different result.

With all surfaces tufted to show airflow, the A5 can be seen in full stall with the inboard tufts moving erratically.

Amphibians are not widely considered primary training aircraft but A5 may be able to accomplish this thanks to the spin resistant airframe.

On Memorial Day I had a chance to visit Icon Aircraft and spend some time with CEO Kirk Hawkins. We met seven years ago — just after the SP/LSA rule was released — near the beginning of his ambitions to create an entirely clean-sheet LSA amphibian.
*** Recently, Icon released the video appearing below to tout their spin resistant airframe (or SRA). Aviation and mainstream media jumped on this story and you may see other reports. I reported work toward this earlier and it's been some time coming. Why the wait? From my first-hand experience with Cirrus Design and the development of their SR20, I have a bit of inside knowledge on this subject.
*** Cirrus also tried to grab the golden ring of SRA, as did their then-close competitor Columbia Aircraft (the two companies won their Part 23 Type Certificate within days of one another). Neither succeeded. Cirrus turned to an airframe parachute under what's called Equivalent Level of Safety. Columbia chose a rudder spring mechanism to lessen the likelihood for loss of control. The parachute proved to be a marketing bonanza for Cirrus and their models sold then and still sell very well.
*** Many feel SRA is vitally important if we are to grow aviation by making aircraft that are truly easier (and therefore safer) aircraft to fly. If you could create a design that would allow an overwhelmed student pilot to end up safely on the ground even when he or she keeps the stick buried in their gut, you'd truly have something. Cirrus deployed the parachute concept, and indeed, many lives have been spared.
*** Now, Icon proudly announced that they achieved the extremely rare feat of designing a mainstream, conventionally-shaped aircraft (meaning no canard or other unorthodox solution*) that is genuinely spin resistant — not merely spin recoverable. You'll have to watch the video, maybe a few times, to grasp what I learned in several hours of conversation with Kirk. This is quite something! An Icon can be flown slowly to stall, with the stick remaining full aft and still have roll control plus the A5 will descend, in essentially straight flight, all the way to the ground or water at about 1,000 fpm. This descent rate, combined with a safety cell and other devices, could allow the occupants to walk away despite their effective loss of control (in that the pilot did not allow the aircraft to resume normal-airspeed flight). In truth, a parachute is more certain to deliver an aircraft safely to the ground than a stalled aircraft. Both can descend at survivable speeds — but the stalled-yet-controllable aircraft still has a forward motion component whereas the parachute has only a vertical descent plus whatever wind motion is created.
*** Neither Cirrus nor Columbia created a spin-resistant airframe. Likewise, the video shows a Cessna 150 can't match A5's result. Except for some "specialty" designs*, no one else has done this either. That's why I consider this a big deal and one that could help aviation find a broader market. For that I salute Icon and its talented team.
*** When combined with careful pilot training, an SRA aircraft like the A5 has real potential to change the student pilot paradigm by making flight instruction effective at creating new Sport Pilots who can go operate a two seat LSA in greater safety, even at the lower altitudes common to recreational flying. If you are an experienced pilot, you've learned to avoid entering a spin and you may know how to safely recover from one. Wouldn't it be better if you just never got into one?
Here's the Icon SRA video:
* Some other designs have promoted spin and/or stall resistance including the twin-tailed, no-rudder-pedals Ercoupe, several canard designs, and the Kasperwing, however, except for the Ercoupe none reached serial production.

On Memorial Day I had a chance to visit Icon Aircraft and spend some time with CEO Kirk Hawkins. We met seven years ago — just after the SP/LSA rule was released — near the beginning of his ambitions to create an entirely clean-sheet LSA amphibian.
*** Recently, Icon released the video appearing below to tout their spin resistant airframe (or SRA). Aviation and mainstream media jumped on this story and you may see other reports. I reported work toward this earlier and it’s been some time coming. Why the wait? From my first-hand experience with Cirrus Design and the development of their SR20, I have a bit of inside knowledge on this subject.
*** Cirrus also tried to grab the golden ring of SRA, as did their then-close competitor Columbia Aircraft (the two companies won their Part 23 Type Certificate within days of one another). Neither succeeded.

The splash heard 'round the LSA world continues to send out ripples, though it's been years now since startup LSA maker Icon Aircraft first announced, with considerable marketing fanfare, its amphibious light sport amphibious project, the A5. *** Now comes word today from the company that's it's just completed a "demanding regimen of spin-resistance test flights. This milestone will make the A5 the first production aircraft in history to be designed to and completely comply with the Federal Aviation Administration’s full-envelope Part 23 spin-resistance standards developed from NASA’s work on the topic." *** The lengthy release (a PDF file) goes on to enumerate the general cost in lives and hardware to civilian flying from stall/spin accidents, and cites its intentions to "design the A5 to the more difficult to achieve but safer standard of 'spin resistant,'" as opposed to spin recoverable. *** Icon also conformed its testing regimen to the FAA Part 23 standard for certified aircraft. *** More than 360 "test cases" included varying control positions, power settings and centers of gravity. *** Said ICON Aircraft VP of Engineering Matthew Gionta, “We’re excited to announce that after many months of exhaustive design and flight testing, the A5 has achieved this standard.” *** This is interesting: citing NASA design work in the '70s and '80s, the company says it mined results from that study to create "a cuffed wing design that employs multiple proprietary airfoils across the span of the wing. Additionally, these specialized airfoils used for spin resistance were not suited to the no-flap wing design ICON had previously planned to use on the A5, so ICON engineers chose to reintroduce wing flaps to preserve takeoff performance on the water." *** The special cuffed wing design should also help make sure that the A5 stays within the minimum stall speed required by the FAA rules about LSA; speculation has arisen that the previous wing design was having challenges meeting the spec, and that excessive airframe weight was also a challenge. *** The release cites the Ercoupe, Jetcruzer, Cirrus SR20/22 and Cessna Corvalis as having some spin-resistant characteristics, while stating that canard aircraft in general have an easier time of it but no production conventional production aircraft has in fact ever achieved the classification of "spin-resistant", which is interesting to know. *** That would indeed make the Icon A5 unique in aviation history, as the company claims. *** Former USAF jet fighter pilot and Icon CEO Kirk Hawkins weighed in: “I’m incredibly proud of our engineering and fabrication team. While creating a full-envelope spin-resistant airplane was extraordinarily difficult and took longer than we expected, it was absolutely the right thing to do for safety and is a game-changing innovation." *** "Delivering an aircraft that provides excellent control throughout the stall while being resistant to entering a spin dramatically raises the bar for light aircraft safety by decreasing the likelihood of inadvertent stall/spin loss of control by the pilot. This is especially important at low altitude where the majority of sport flying will occur." *** Readers may remember that the Cessna Skycatcher had its problems and considerable production delays when it performed Part 23-rigorous spin training and suffered two prototype losses (in which the pilots were saved by onboard ballistic parachutes both times). The A5 also will carry an onboard ballistic chute. *** No mention is made of when the production A5 will at last be delivered. Icon does however refer to its aggressive production preparation work, including tooling, materials selection and factory setup. *** Sounds like it's going to be awhile — probably end of 2012 at the earliest — but regardless we salute the company for hanging in there for more than six years now, and applaud its determination to deliver an amphib SLSA that promises to be a dramatic step forward in safety when it does finally arrive.

The splash heard ’round the LSA world continues to send out ripples, though it’s been years now since startup LSA maker Icon Aircraft first announced, with considerable marketing fanfare, its amphibious light sport amphibious project, the A5. *** Now comes word today from the company that’s it’s just completed a “demanding regimen of spin-resistance test flights. This milestone will make the A5 the first production aircraft in history to be designed to and completely comply with the Federal Aviation Administration’s full-envelope Part 23 spin-resistance standards developed from NASA’s work on the topic.” *** The lengthy release (a PDF file) goes on to enumerate the general cost in lives and hardware to civilian flying from stall/spin accidents, and cites its intentions to “design the A5 to the more difficult to achieve but safer standard of ‘spin resistant,'” as opposed to spin recoverable. *** Icon also conformed its testing regimen to the FAA Part 23 standard for certified aircraft.

Icon's Mission of Outreach
ICON Aircraft calls itself "a consumer
sport plane manufacturer."
Kirk Hawkins, an
accomplished engineer, former
U.S. Air Force F-16 fighter pilot
and avid power sports enthusiast,
founded the company. After learning
of the Federal Aviation
Administration (FAA) major regulatory
changes in '04 that created
the light sport aircraft category
and sport pilot license, Hawkins
conceived his enterprise in '05
while attending Stanford
University Business School.
Since then, ICON Aircraft's sole
purpose has been to bring the freedom,
fun, and adventure of flying
to all who have dreamed of flight,
whether they are existing pilots or
other recreation enthusiasts.
ICON Aircraft believes that consumer-
focused sport aircraft can
do for sport flying what personal
watercraft did for boating. "ICON
aircraft are not only designed to
deliver an amazing and safe flying
experience, but also to inspire us
the way great sports cars do,"
explains the company.
A venture-backed, early stage
company out of Silicon Valley,
ICON Aircraft based its operations
in Southern California,
which is a hotbed for aerospace
engineering, automotive design,
and power sports activities.
ICON's engineering and development
team came from Burt
Rutan's famed Scaled Composites,
which created such record-setting
projects as Voyager, Global Flyer,
the X-Prize-winning SpaceShipOne,
and Virgin Galactic's
SpaceShipTwo.
After years of engineering development
in collaboration with
world-class industrial designers,
ICON Aircraft debuted the first of
its line of sport planes, the Icon
A5, in June '08. The Icon A5 is a
bold, elegant design that communicates
beauty, performance, safety,
and most importantly, fun.

Published in Light Sport and Ultralight Flying

Icon’s Mission of Outreach
ICON Aircraft calls itself “a consumer
sport plane manufacturer.”
Kirk Hawkins, an
accomplished engineer, former
U.S. Air Force F-16 fighter pilot
and avid power sports enthusiast,
founded the company. After learning
of the Federal Aviation
Administration (FAA) major regulatory
changes in ’04 that created
the light sport aircraft category
and sport pilot license, Hawkins
conceived his enterprise in ’05
while attending Stanford
University Business School.
Since then, ICON Aircraft’s sole
purpose has been to bring the freedom,
fun, and adventure of flying
to all who have dreamed of flight,
whether they are existing pilots or
other recreation enthusiasts.
ICON Aircraft believes that consumer-
focused sport aircraft can
do for sport flying what personal
watercraft did for boating. “ICON
aircraft are not only designed to
deliver an amazing and safe flying
experience, but also to inspire us
the way great sports cars do,”
explains the company.
A venture-backed, early stage
company out of Silicon Valley,
ICON Aircraft based its operations
in Southern California,
which is a hotbed for aerospace
engineering, automotive design,
and power sports activities.

ICON Aircraft hopes the A5 will appeal to a
larger market than existing pilots alone.

IMAGINE THIS VIEW - If you could position yourself aft of the A5's occupants, you'd
enjoy this expansive view. The auto look is deliberate though pilots can order the aircraft
with a glass panel and typical airplane instrumentation.

SHOW TIME - At a gala event on June 11, 2008, ICON founder
Kirk Hawkins posed before team members pulled off the black
cloth completely covering his new LSA amphibian, the A5.

A5 UNVEILED - Once the crowds had assembled and partaken of refreshments, the
ICON team pulled the veil off the silver-and-red mockup. This was the first time the
electric wing-fold was demonstrated for the public.

In March '09, nine months after A5's first flight, ICON Aircraft
founder Kirk Hawkins finally got his chance to go aloft in the
creation he's worked on for years. Prior to Hawkins' flight, Jon
Karkow (on right) did all test flying. After he landed, Hawkins commented,
"The aircraft responded just like you'd expect."

LOOKING IN - The Icon interior surprises some pilots with its
automotive look. This was deliberate to make the environment
simpler and less intimidating to newcomers.

FOLDED WING - One of the show-stopping acts of the A5 occurs
when an ICON team member hits the electrical button in the
cockpit that causes the wings to fold. Electric wing fold is
optional (in both cost and weight); standard wing fold will be
manual.

CANTILEVERED SEAPLANE - Saying every effort has been
taken to assure the A5 looks smooth and sleek would be an
understatement. The design and engineering team, involving
numerous consulting groups, has taken huge pains to think
through every detail.

PROTO FLIGHT - ICON put the A5 into the air right on schedule only a month after the grand unveiling and just a couple weeks before the start of AirVenture
Oshkosh '08. Jon Karkow, a member of the engineering team, performed test pilot work for the first flight of the A5.

PROTO FLIGHT - Continued

PROTO FLIGHT - Continued.

Icon's Mission of Outreach

Growing "Out of the Box"
A large number of current pilots
have some sense of foreboding
regarding the dwindling numbers
of the pilot population. Many feel powerless
to change this fact, what
with our airports often surrounded
by a 10-foot-high
chain link
fence topped
with barbed wire
plus prices for training
and airplane ownership
out of reach for many
Americans.
An Eye for the New
Airshow visitors with an
eye for the new may have seen ICON
Aircraft and their gleaming silver-and-accent-red A5 seaplane at
Oshkosh AirVenture '08. The company's displays have attracted as
much attention as their aircraft design.
ICON's A5 is a handsomely stylish Light-Sport Aircraft design.
Airshow visitors had good reason to pay it attention. Many gawking
attendees found A5's "wow factor" off the charts.
But the story here is much more than the aircraft, fetching though it
is. The real ICON story is that of a company trying to bring aviation
and flying to people who don't have a pilot's license.
ICON certainly isn't the only company reaching out. EAA's Young
Eagles and AOPA's Project Pilot are doing great work, but too-few airframe
builders are looking outside that box we all hear about so frequently.
Using research techniques taught in business school, the Californiabased
company has identified two distinct segments of population that
it hopes to reach: aviation-interested persons who let their intrigue
languish, and nonaviators with an identifiable predisposition for flying.
The former group is comprised of more than two million Americans
who once spent money to start flying lessons. FAA's database of fewer
than 600,000 pilots is limited to those who have a license today, mostly
Private or higher. But many hundreds of thousands more started flying
lessons and then stopped, for a wide range of reasons.
The latter group - boat buyers, snowmobilers, motorcyclists, plus
adventure sportsmen and women - is comprised of several tens of millions
of individuals, and that doesn't even count people outside the
USA. Arousing even the tiniest sliver of interest in those groups could
sharply increase the number of pilots.
ICON has set up to reach out further. Yes, they're pouring resources
into designing the right airplane that will please existing pilots, and that's what
attracts a sea of visitors to the company's exhibit at airshows. Pilots are important
to ICON's success, but the company's organization is built to do more. This broader
horizon is one reason people like Eclipse Aviation's former CEO Vern Rayburn have
agreed to serve on Icon's Board of Advisors.
ICON, the Project
Stanford University is one of America's most prestigious schools. U.S. News and
World Report ranked Stanford business school's MBA program Number One, counting
among its professors three Nobel Prize winners among many other awardees.
Sanford Business School's $1 billion endowment puts it in the same well-heeled class
as Harvard University.
As an Apple computer user, I observe that particular tech company broadening its
market by designing elegantly styled, assuredly cool products and marketing them
creatively and enthusiastically. To some degree, I see ICON Aircraft emulating that
role model.
While attending Stanford, ICON founder Kirk Hawkins was able to delve deeper
than many aviation business start-ups as he created a strategy to achieve his goals.
Hawkins looked at the U.S. population and identified various portions that he feels
are worth pursuing. Then he began building a business plan to seek those potential
aviators as well as the investors whose funding could make the plan a reality.
While the company is presently focused on providing an intriguing new aircraft,
they're looking beyond the existing pilot market. According to Hawkins, "ICON's mission
is to bring the freedom, fun, and adventure of flying to the thousands of others
who have always dreamed of it.
"Our research has shown that there is an enormous yet untapped consumer interest
in aviation. To help unlock this potential, the Icon A5 is not only designed to deliver
an amazing and safe flying experience, but is designed by some of the brightest
minds in both the aviation and automobile industries to truly inspire us the way all
great consumer products do."
ICON, the Airplane
A seaplane combines the beauty of airplanes and boats into a single package.
Using world-class aeronautical engineers to make the airplane viable (see end of this
report for details), and leading auto stylists to make the shape appealing is not
entirely new. Cirrus Design did something similar (and look how well it worked out
for them). In the world of LSA, ICON is taking this tactic to a higher level.
ICON says their philosophy in regards to cockpit instrumentation is "to optimize
the essential information the pilot needs, for readability in an aesthetically pleasing
package." By removing what they feel is nonessential instrumentation, the company
feels the Icon panel affords the pilot more time to interact with his passenger and to
enjoy the scenery outside. "This is not a head down, transportation-oriented cockpit
for flying in marginal weather or in congested airspace," explains Hawkins. "This is
a fun-to-fly, look-out-the-window type of plane."
In a new approach for Light-Sport Aircraft, ICON will include an angle of attack
indicator (AOA). Hawkins found this instrument valuable in his jet flying experience
and wondered why it is rarely placed in lighter aircraft. In addition, the A5 will
include an airspeed indicator, altimeter, fuel level, tachometer, oil temperature, oil
pressure, cylinder head temperature, and caution lights. The center console will have
a GPS, VHF radio, intercom, transponder, landing gear and flap switches, pitch trim
indicator, and environmental controls. In addition the panel will include various
switches for ignition, battery power, lights, etc.
But what about "glass"? ICON says an available option package includes an
enhanced cockpit with LCD screen (glass panel) for night IFR flying. This option
replaces the pilot's side gauges with a computer screen displaying the same indications
plus a few others necessary for night flight.
Visitors to the sleekly styled A5 on display in ICON's exhibit saw the wings of the
new LSA fold at the push of a button, James Bond-style. "The A5's wings can be manually
folded one at a time in as little as 5 minutes or, with the available automatic
option, the wings can be folded by engaging the mechanism from inside the cockpit
in less than 30 seconds," reports ICON.
Questions are periodically raised regarding the safety of folding wings. "U.S. Navy
wing-fold technology has been around for years as a proven and reliable technology
with an extremely low risk of failure," ICON says. The company's engineers optimized
basic wing-fold technology and painstakingly designed it so that it only operates
on ground and water when not flying. "The wing-fold mechanism is designed
so that the folding elements are separated from the structural elements carrying
flight loads," ICON elaborates,
ICON, the Creators
CEO and founder Kirk Hawkins leads the ICON team, and is supported by fellow
entrepreneur and Stanford business schoolmate Steen Strand, CFO David Crook,
and VP of Marketing Paul Crandell, who came to ICON from Red Bull. The management
team and corporate headquarters are near California's Los Angeles airport,
in an area densely populated with aerospace companies and aviation resources
of all kinds.
Before graduating from Stanford Business School in '05, Hawkins flew F-16s in
the U.S. Air Force and 767s for American Airlines. After earning a degree in
Mechanical Engineering from Clemson University, Hawkins was the Director of
Engineering at an aerospace contractor before returning to Stanford University in
'95 for his Masters in Engineering, specializing in manufacturing.
An avid sport and flying enthusiast for 25 years, Hawkins says he has built and
flown ultralight and Experimental aircraft, and has logged nearly
1,000 skydives. Hawkins is also a seaplane instructor pilot with
hundreds of hours bush flying in Alaska. After founding ICON,
Hawkins turned his attention to management duties and overseeing
the engineering effort.
ICON engineering is directed by CTO and Vice President of
Engineering Matthew Gionta and supported by a tight team, all
from the famed Scaled Composites company. Jon Karkow (who also
serves as test pilot), Scott Bledsoe, and James Crocoll are all names
closely associated with SpaceShipOne and the Global Flyer, plus
other significant Scaled Composites projects. In addition to the engineers,
ICON's development unit based in new facilities at the Tehachapi, California,
airport employs several Scaled Composites technicians with long experience building
unique airplanes designed by Burt Rutan.
ICON's engineers have worked in sync with outside automotive designers through
several design phases as they perfected the consumer-oriented A5 aircraft. The first
phase was completed in-house. The second phase involved numerous designers from
some of the world's top car brands, including BMW, Porsche, Rolls Royce, and others.
The final detailed phase was completed by Nissan's advanced design studio, creator
of the award-winning 350Z sports car. Troy Lee Designs, the leader in motor sports
racing design, applied final aesthetic touches and graphics.
Any true-blue pilot eyeballing the svelte A5 will quickly ask, "How does it fly?"
ICON first flew the proof-of-concept aircraft in July '08 and is now building hours to
discover flight qualities. Prior to real-life flights, earlier trials of a radio-controlled
model confirmed some design elements. To assure it would meet
certification requirements, ICON engineers participated on the
ASTM standards committee; the company expects to receive an
airworthiness certificate during the production ramp-up in '10.
Only a month after the shapely machine was unveiled at a
glitzy Hollywood-style event, the A5 first took to the air, exactly
on the schedule ICON had announced at their gala debut
party. By the time the machine arrived to make a splash at
Wisconsin's Oshkosh summer airshow, the seaplane was accumulating
hours. For the next few months into '09, all flying was
done by engineering team member and test pilot, Jon Karkow.
A serious and capable pilot with similar experience at Burt
Rutan's Scaled Composites company, Karkow is a disciplined
aviator well suited to early test flight work.
But Karkow's sole occupancy of A5's pilot seat had to arouse
a deep desire in Hawkins. The fighter jock and ultralight pilot
was anxious to climb into the left seat of his creation. Hawkins
was ready to go flying and it finally happened in March '09.
Hawkins says, "On my first takeoff I actually did not touch
the stick until rotation. The A5 smoothly climbed up onto the
step and accelerated effortlessly and quickly to takeoff speed.
This is not typical for many seaplanes. They often require
pilot finesse as the hull transitions from displacement to
plowing to planing modes.
"In the air," he adds, "the responsiveness and control
forces while flying were uncharacteristically smooth and
easy. The aircraft responded just like you'd expect a 'sport'
plane to respond: light, predictable, fun."
Hawkins also is quick to add that the company has to do
a lot more test flying before they prepare for production in
late '10.
ICON, the Success Story?
I've found the folks at ICON to be a breath of fresh air.
They have a young, impressively educated and experienced
team, an attractively styled aircraft with a long list
of features, and a well-researched and -conceived approach
to business. Since funding appears to be proceeding apace,
do all of these components equal success?
According to business schools, books, or motivational
speakers, ICON would appear to be headed toward a profitable
conclusion. They already report more than 350
orders at $139,000 each before the first customer has
flown one. Yet the first deliveries won't be made until the
end of '10, and a lot of spending and effort must occur in
the meantime.
Despite the impressive human resources the company
can boast, they've embarked upon a big project. Several
hurdles need to be met.
Manufacturing - Though the design work is complete
and the prototype flying, it's a long flight to manufacturing.
ICON is forecasting first deliveries in late '10 and that
would seem to ensure enough time. But as the last tumultuous
year has amply demonstrated, a lot can happen to a
fresh aviation start-up, though the task is much more
approachable by virtue of the industry consensus standards.
Infrastructure - As with all other LSA producers,
building infrastructure for service, maintenance, training,
and more is essential to building a larger company. ICON
is enlisting the right employees or outside services to figure
this out, but it is a big task.
Continued Funding - Every start-up company, aviation
or otherwise, spends a fair amount of time merely
raising the capital to get to a point where sales
start paying the bills. As with other aspects of this
well-orchestrated enterprise, ICON seems to have
this well in hand, but it is an ongoing effort. The
current climate of economic uncertainty makes
this job much harder.
Despite the many challenges of being an aviation
start-up in a sluggish economy, ICON is
wealthy with assets to use in achieving their goals.
Founded in '05, ICON seems to have rapidly
attracted an array of the best and brightest talent.
With investors who continue to see the future,
ICON is certainly off to a good start and shows the
promise of being able to maintain momentum.
It appears beyond question that pilots will buy
some A5s. However, it's the company's success at
attracting those languishing ex-Student Pilot certificate-
holders and the legions of power sports and
outdoor equipment enthusiasts that will realize
the most potential for this new California aerospace
start-up.

Published in Light Sport and Ultralight Flying

Seating

2 side-by-side

Gross weight

1,430 pounds

Wingspan

34 feet

Useful Load

530 pounds 1

Length

22 feet

Cabin Interior

46 inches

Height

7.1 feet

Fuel Capacity

20 gallons

Baggage area

60 pounds 1

Notes:

1 Depending on optional choices

Standard engine

Rotax 912 ULS2

Prop Diameter

Woodcomp 3-blade

Power

100 hp.

Max Speed

105 kts/120 mph

Rate of climb at gross

1,100 fpm

Takeoff distance at gross

750 feet

Landing distance at gross

750 feet

Range (powered)

300 nm. (with reserve)

Growing “Out of the Box”
A large number of current pilots
have some sense of foreboding
regarding the dwindling numbers
of the pilot population. Many feel powerless
to change this fact, what
with our airports often surrounded
by a 10-foot-high
chain link
fence topped
with barbed wire
plus prices for training
and airplane ownership
out of reach for many
Americans.
An Eye for the New
Airshow visitors with an
eye for the new may have seen ICON
Aircraft and their gleaming silver-and-accent-red A5 seaplane at
Oshkosh AirVenture ’08. The company’s displays have attracted as
much attention as their aircraft design.
ICON’s A5 is a handsomely stylish Light-Sport Aircraft design.
Airshow visitors had good reason to pay it attention. Many gawking
attendees found A5’s “wow factor” off the charts.
But the story here is much more than the aircraft, fetching though it
is. The real ICON story is that of a company trying to bring aviation
and flying to people who don’t have a pilot’s license.

Today, Microsoft announced the return of Flight Simulator, once one of the best-selling games on computers. Well, in truth, it's no longer called Flight Simulator, rather simply "Flight." *** In 2009 Microsoft abruptly dropped Flight Sim, leaving only the techy X-Plane for digital joystick jockeys. It's way above my pay grade to understand while the Microsoft billionaires dropped a good seller but, who cares? It's back with one Great Big Surprise: The iconic Icon A5 LSA seaplane is the default aircraft and shows even titanic Microsoft sees where the action is in aviation. The other two aircraft coming with Flight are an RV-6 and a Boeing Stearman, a significant change from the Cessna 172 or bizjet of Flight Sim. *** "Microsoft Flight drops the 'Simulator' label for what its developer unabashedly dubs a game — and a free one at that," wrote Mark Hachman for PC Magazine online. "In a bid to make the 'Flight' franchise accessible to everyone, Microsoft has made the game free-to-play, allowing novice pilots to explore the Big Island of Hawaii." With targets, points, and other game features, Flight is due to be released this spring, though it is available only for Windows PCs. *** The game quickly puts the player into the cockpit — no configuration needed. The tutorial introduces the player to the basics of flight, using a simple mouse and keyboard as the default. Players can add a rudder or joystick later. *** Hachman referenced Joshua Howard, the game's executive producer, who described the Icon A5 as a "jet ski for the sky," and expressed that the choice of the A5 represents a "wonderful combination of their vision and our vision." Icon issued their own news release on this gaming coup and also quoted Howard, "The excitement that the A5 is generating in the aviation community makes the A5 the perfect aircraft to bring the joy of aviation to the masses via Microsoft Flight." *** Icon CEO Kirk Hawkins said, "We're excited to have such a central role in Microsoft's highly anticipated launch of Flight." The Southern California-based seaplane LSA creator added that Flight has been developed by Microsoft Studios and emphasizes the thrill and wonder of aviation while requiring no past experience or special hardware, making it accessible for beginners. "At the same time, realistic flight physics, weather patterns, cockpits, and graphics ensure that Microsoft Flight will also challenge experienced PC pilots." A tutorial introduces the player to the basics of flight. *** Icon has consistently handled their entry to the world of Light-Sport Aircraft differently from other producers and this has often increased their visibility. Now the A5 designer is doing it again in cooperation with one of the world's leading technology companies. To me this is yet another confirmation of Icon's determination to bring new people into aviation. In that goal we should all wish them the very best. Regretfully, Mac users won't get to take Flight anytime soon. Neither was any mention made of a mobile version.

Today, Microsoft announced the return of Flight Simulator, once one of the best-selling games on computers. Well, in truth, it’s no longer called Flight Simulator, rather simply “Flight.” *** In 2009 Microsoft abruptly dropped Flight Sim, leaving only the techy X-Plane for digital joystick jockeys. It’s way above my pay grade to understand while the Microsoft billionaires dropped a good seller but, who cares? It’s back with one Great Big Surprise: The iconic Icon A5 LSA seaplane is the default aircraft and shows even titanic Microsoft sees where the action is in aviation. The other two aircraft coming with Flight are an RV-6 and a Boeing Stearman, a significant change from the Cessna 172 or bizjet of Flight Sim. *** “Microsoft Flight drops the ‘Simulator’ label for what its developer unabashedly dubs a game — and a free one at that,” wrote Mark Hachman for PC Magazine online.

Finding the middle road between air and ground regulations. photo courtesy Terrafugia

Two of the best-promoted and most interesting LSA projects - and two of the most delayed getting to market - are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some "undisclosed" Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more. *** Meanwhile, regarding the flying car... er, "roadable aircraft," the always press-visible Terrafugia recently got a nod from the National Highway Traffic Safety Administration when it granted the company's application for a temporary exemption for its Transition flying car (or driving airplane... oh, heck, it's just easier to say flying car).The exemption relaxes four federal vehicle safety standards requirements for the Transition, acknowledging that complying with the standards at this point in the ever-more-costly aircar would impose a condition of substantial economic hardship on the company and also grant more time to find safe alternatives to current automotive safety standards. *** Nonetheless, these are temporary exemptions. And Terrafugia had asked for a longer time period for two of the four exemptions. *** The company cited its 500 potential jobs by 2015 as partial justification for requesting the exemptions, and the agency took that into consideration as well as the overall occupant safety factor. One selling point was Terrafugia's contention that the Transition increases pilot safety, since it can land at any airport in worsening VFR conditions and continue to the destination by road. Boy, those folks know how to articulate every possible benefit out of their concept. *** The point here would seem to be that the Transition would reduce potential VFR-into-IMC accidents because pilots wouldn't be tempted to continue flights in bad weather in deterioriating weather. Of course, that's only common sense for non-IFR pilots, a legal requirement as well, but as we all know, pilots get in trouble this way all the time, with occasional disastrous results. *** Exemption periods of one or three years included tire and rim selection requirements, glazing materials (windows and windscreen), occupant crash protection (advanced — and heavy — air bags) and electronic stability control systems. One can appreciate the difficulty of having to comply with not only aircraft but also automobile regulations, each set of which is tough enough to meet for one-medium vehicles. *** One teaching point for those inclined to scoff at the need to "bend" the rules: the glazing exemption deals with the potential safety hazard that traditional laminated car safety glass presents to pilots when shattered... it can cobweb something fierce. Imagine you get a bird strike front and center on final approach and can't see forward. You could pull a Lindbergh and look out the side window, but you get the point. *** Significant weight penalty from auto glass is another consideration, so the exemption allows for time to develop polycarbonate materials with comparable protection for the occupants, at less weight, while still resisting shattering or crazing. *** The many design and regulatory challenges have again postponed flight testing of the 2nd, redesigned Transition prototype (the first, which flew briefly, had a canard), until at least March of 2012.

Two of the best-promoted and most interesting LSA projects – and two of the most delayed getting to market – are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some “undisclosed” Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more.

Most of the 118 Special Light-Sport Aircraft have been developed on a very modest budget... not that there's anything wrong with that, of course. By far, the highest figure I've heard was about $2 million to create a new SLSA model. Yet that number doesn't include starting a company from scratch and going all the way through to a new production facility with airplanes ready to fly away. So, what's the total investment? Well, that depends on a thousand variables. It can be done quite inexpensively. Or, you can shoot for the moon. *** "Icon Aircraft recently closed a $25 million round of U.S. and U.K. venture financing from several high-profile consumer-product and aviation investors," the company announced today. "The [money] takes Icon through the completion of the A5 development program and into the production phase." *** So, one thing seems certain. Before gaining SLSA status or building a single production airplane, Icon is already the LSA market leader... in fund raising. Remos Aircraft also attracted substantial backing but they already had a LSA and a factory. Icon's achievement, especially during these tough times to raise money, is a credit to their charismatic CEO Kirk Hawkins and the team he has assembled. *** I first met Kirk in 2006 on one of the Sport Pilot Tour stops. He had just started Icon Aircraft so in less than five years his company rose to #1 for fund raising by any Light-Sport Aircraft venture. *** The Southern California company reports enlisting investors such as Google's Chairman Eric Schmidt and former Boeing CEO Phil Conduit along with other U.S. and U.K. venture investors. Icon will get $15 million to start, with an option for an additional $10 million. The company reports orders for almost 500 aircraft, which at the $139,000 intro price sums to nearly $70 million. *** How are they using the investment money? As they prepare to freeze the design, "Icon engineers performed successful wind tunnel tests (photo) on the new spin-resistant wing... [which] includes a cuffed section and three custom airfoils that provide different parts of the wing with different stall and lift characteristics. The new funds will also be used to start production. Raising money takes a toll, though. "Icon has revised its production start date to the fourth quarter of 2012," Hawkins said. "This slip, while unfortunate, was necessary because of the unprecedented challenges in the capital markets during the last two years." While America and Europe remain mired in economic sludge, Icon's financial achievement is exceptional. Kirk has proven Light-Sport to be investment-worthy while also designing one cool-looking amphibian.

Most of the 118 Special Light-Sport Aircraft have been developed on a very modest budget… not that there’s anything wrong with that, of course. By far, the highest figure I’ve heard was about $2 million to create a new SLSA model. Yet that number doesn’t include starting a company from scratch and going all the way through to a new production facility with airplanes ready to fly away. So, what’s the total investment? Well, that depends on a thousand variables. It can be done quite inexpensively. Or, you can shoot for the moon. *** “Icon Aircraft recently closed a $25 million round of U.S. and U.K. venture financing from several high-profile consumer-product and aviation investors,” the company announced today. “The [money] takes Icon through the completion of the A5 development program and into the production phase.” *** So, one thing seems certain. Before gaining SLSA status or building a single production airplane, Icon is already the LSA market leader… in fund raising.

Right in line with Icon's high-viz marketing push for its A5 amphib LSA comes the announcement that iconic big-ticket shopping purveyor Nieman Marcus has the futuristic waterplane as the number one (and priciest) fantasy gift in its 2009 Christmas Book. *** The Icon is currently in extensive flight testing at Tehachapi, Ca, one of the soaring meccas of the west but also near Lake Isabella, so both the land and water chops of the A5 can be thoroughly wrung out. *** An interesting sidenote mentioned in the piece: Matthew Gionta, ICON's chief technical officer, is quoted as saying 33% of the A5's current customer base has "never flown before." *** That's a testimony to the vision of the company's founder, Kirk Hawkins, who believes the ICON will bring new pilots to aviation with its glossy marketing of the A5 as a kind of flying jet-ski you can easily trailer to your holiday getaways. *** The Neiman Marcus Christmas Book package that Icon created includes the airplane with exterior and interior luxury upgrades, custom trailer and FAA-certified sport pilot licensing for two. Just pony up $250,000 and its yours. *** BTW, it's the priciest gift in the entire catalog. *** North Pole scuttlebutt has it that Santa himself is considering the package. The question remaining is whether Old St. Nick can fit his rotunditude into any LSA cockpit. Stay tuned for further updates. *** Meanwhile, ICON reports 466 sales to date! Most impressive for a ship that won't be delivered until at least late 2011. *** Here's a couple more links to the catalog announcement: Luxist and Dallas Business Journal. *** ---web page copy courtesy Neiman Marcus

Right in line with Icon’s high-viz marketing push for its A5 amphib LSA comes the announcement that iconic big-ticket shopping purveyor Nieman Marcus has the futuristic waterplane as the number one (and priciest) fantasy gift in its 2009 Christmas Book. *** The Icon is currently in extensive flight testing at Tehachapi, Ca, one of the soaring meccas of the west but also near Lake Isabella, so both the land and water chops of the A5 can be thoroughly wrung out. *** An interesting sidenote mentioned in the piece: Matthew Gionta, ICON’s chief technical officer, is quoted as saying 33% of the A5’s current customer base has “never flown before.” *** That’s a testimony to the vision of the company’s founder, Kirk Hawkins, who believes the ICON will bring new pilots to aviation with its glossy marketing of the A5 as a kind of flying jet-ski you can easily trailer to your holiday getaways.

AOPA Summit 2009 -- Light-Sport Aircraft felt the embrace of the world's largest pilot's association as AOPA deepened their commitment to the new sector. Remos GX is AOPA's Fun to Fly Sweepstakes choice. Icon got center stage for 15 minutes of fame.

In its first year as the AOPA "Summit" (versus "Expo"), the 70-year-old, 415,000-member organization made lots of changes large and small. Among the most notable under capable new president Craig Fuller was much greater attention to LSA. Here's the fast-read update... *** AOPA announced their 2010 Sweepstakes airplane is a Remos GX; the company had multiple displays and aircraft. Cessna brought a Skycatcher for selected reporters to fly. Craig Fuller had Icon A5 developer Kirk Hawkins on the center-hall stage. EAA's Earl Lawrence led a LSA panel of FAA and industry experts (including yours truly). LAMA operated an LSA Mall area and had fruitful discussions with AOPA to advance goals of the LSA industry. SeaMax USA showed off their simulator seaplane running on MS Flight Sim. Tecnam North America, with several aircraft on display, announced new service centers for the popular Italian line of aircraft they now represent. Flight Design announced three new FD Pilot Centers. Dynon showed off their new SkyView in 7 & 10-inch screens. And, Garmin showed their new new "aera" touch-screen GPS. *** In the LSA Mall at Tampa's bayside airport -- hosted by LAMA and supported by Aviators Hot Line and Light Aviation Edition, Dynon, Aircraft Partnership Association and AirFleet Capital -- LSA exhibitors included Progressive Aerodyne's SeaRey; Sportair USA's Sting S-3; Jabiru USA J-230; Arion's Lightning LS1; Aerotrek's A220; X-Air's LS; and Paradise's P-1. Outside the LSA Mall were RANS's S-19 and S-7 Courier; American Legend's Cub; and CubCrafters SportCub.

In its first year as the AOPA “Summit” (versus “Expo”), the 70-year-old, 415,000-member organization made lots of changes large and small. Among the most notable under capable new president Craig Fuller was much greater attention to LSA. Here’s the fast-read update… *** AOPA announced their 2010 Sweepstakes airplane is a Remos GX; the company had multiple displays and aircraft. Cessna brought a Skycatcher for selected reporters to fly. Craig Fuller had Icon A5 developer Kirk Hawkins on the center-hall stage. EAA’s Earl Lawrence led a LSA panel of FAA and industry experts (including yours truly). LAMA operated an LSA Mall area and had fruitful discussions with AOPA to advance goals of the LSA industry. SeaMax USA showed off their simulator seaplane running on MS Flight Sim. Tecnam North America, with several aircraft on display, announced new service centers for the popular Italian line of aircraft they now represent.

The Flight Design MC is on display in EAA's space at NBAA. Posed in front of the MC to speak to the press about the Young Eagles program are Cessna CEO Jack Pelton (left), actor Harrison Ford, and EAA president Tom Poberezny.

Earlier it appeared that the Flight Design MC would be the first Light-Sport Aircraft ever displayed at the giant National Business Aircraft Association show. NBAA is the organization representing business jets plus a large range of exhibitors serving executive transportation. The trade show happening now in Orlando is a stupendous event with many more exhibitors than Oshkosh. Numerous displays are fantastic creations that cost more for a three-day show than LSA producers spend to market themselves for an entire year. *** So it is fascinating indeed that any LSA would be present at this event. And, in fact, two are seen by the bizjet crowd: the MC and Icon's handsome amphibious LSA project, the A5. Icon mounted their own display and reported good response, especially when one of their team hits the auto wing fold button. Even jaded aviators tend to have a jaw-drop reaction to this feature. *** Flight Design's 2009 MC is part of EAA's large display at NBAA because the new LSA model is the organization's Sweepstakes airplane for 2009. Among NBAA attendees are many who serve that market but cannot afford their own sophisticated, expensive jet aircraft. Therefore many appeared to show an interest in LSA airplanes they could actually purchase.

Earlier it appeared that the Flight Design MC would be the first Light-Sport Aircraft ever displayed at the giant National Business Aircraft Association show. NBAA is the organization representing business jets plus a large range of exhibitors serving executive transportation. The trade show happening now in Orlando is a stupendous event with many more exhibitors than Oshkosh. Numerous displays are fantastic creations that cost more for a three-day show than LSA producers spend to market themselves for an entire year. *** So it is fascinating indeed that any LSA would be present at this event. And, in fact, two are seen by the bizjet crowd: the MC and Icon‘s handsome amphibious LSA project, the A5. Icon mounted their own display and reported good response, especially when one of their team hits the auto wing fold button. Even jaded aviators tend to have a jaw-drop reaction to this feature.